Automatic transmission and control method of automatic transmission

ABSTRACT

A dual clutch automatic transmission includes a one-way clutch provided in a driving force transmission path that establishes a first certain gear ratio in a first set of gear ratios. A driving transmission direction of the one-way clutch is set such that a rotation inputted from a wheel side to an output member in a predetermined rotational direction is transmitted to the input shaft. The predetermined rotational direction corresponds to a backward movement of a vehicle. If an off-gear operation cannot be performed for a transmission gear with interlock, the driving force of the driving source is input to the input shaft to enable the off-gear operation.

CROSS-REFERENCE TO RELATED APPLICATION

This application is based upon and claims the benefit of priority fromthe prior Japanese Patent Application No. 2016-037933, filed on Feb. 29,2016, the entire contents of which are incorporated herein by reference.

BACKGROUND OF THE INVENTION

Field of the Invention

The present invention relates to the automatic transmission of avehicle.

Description of the Related Art

As an automatic transmission, a so-called dual clutch transmission isknown. The dual clutch transmission includes two transmission mechanismsthat implement different gear ratios, and connects/disconnects the twotransmission mechanisms to/from a driving source such as an internalcombustion engine, thereby suppressing interruption of powertransmission to the drive wheels at the time of gear change. Atransmission that maintains the stop state of a vehicle using interlockof the transmission is also known. Japanese Patent No. 5081215discloses, in a dual clutch transmission, intentionally putting avehicle in two speed gears for parking lock, thereby interlocking thetransmission to maintain the stop state of the vehicle.

When canceling interlock, a transmission gear in an in-gear state is putoff gear. However, this may be difficult in some cases. For example, anoff-gear operation may be difficult due to a jam in an engagementmechanism or the like. Since the function of the vehicle is partiallylost by the interlock, recovery is demanded.

SUMMARY OF THE INVENTION

It is an object of the present invention to forcibly cancel interlock.

According to an aspect of the present invention, there is provided anautomatic transmission comprising: a first transmission mechanism towhich a driving force of a driving source is input through a firstclutch and which is configured to switch driving force transmissionpaths to an output member to establish a first set of gear ratios; asecond transmission mechanism to which the driving force of the drivingsource is input through a second clutch and which is configured toswitch driving force transmission paths to the output member toestablish a second set of gear ratios; and a control unit, wherein aone-way clutch is provided in a driving force transmission path thatestablishes a first certain gear ratio in the first set, the firsttransmission mechanism comprises: an input shaft to which the drivingforce of the driving source is input through the first clutch; a firsttransmission gear provided on the input shaft and configured toestablish the first certain gear ratio; a plurality of secondtransmission gears provided on the input shaft and configured toestablish remaining gear ratios in the first set; and a switchingmechanism configured to perform engagement and disengagement between theinput shaft and the plurality of second transmission gears, a drivingtransmission direction of the one-way clutch is set such that a rotationinputted from a wheel side to the output member in a predeterminedrotational direction is transmitted to the input shaft, thepredetermined rotational direction corresponding to a backward movementof a vehicle, and when disengagement by the switching mechanism isimpossible, the control unit can execute recovery control to enable thedisengagement by inputting a driving force of the driving source to theinput shaft.

According to another aspect of the present invention, there is provideda control method of an automatic transmission which comprises: a firsttransmission mechanism to which a driving force of a driving source isinput through a first clutch and which is configured to switch drivingforce transmission paths to an output member to establish a first set ofgear ratios; and a second transmission mechanism to which the drivingforce of the driving source is input through a second clutch and whichis configured to switch driving force transmission paths to the outputmember to establish a second set of gear ratios, wherein a one-wayclutch is provided in a driving force transmission path that establishesa first certain gear ratio in the first set, the first transmissionmechanism comprises: an input shaft to which the driving force of thedriving source is input through the first clutch; a first transmissiongear provided on the input shaft and configured to establish the firstcertain gear ratio; a plurality of second transmission gears provided onthe input shaft and configured to establish remaining gear ratios in thefirst set; and a switching mechanism configured to perform engagementand disengagement between the input shaft and the plurality of secondtransmission gears, and a driving transmission direction of the one-wayclutch is set such that a rotation inputted from a wheel side to theoutput member in a predetermined rotational direction is transmitted tothe input shaft, the predetermined rotational direction corresponding toa backward movement of a vehicle, the control method comprising:determining whether disengagement by the switching mechanism isimpossible; and upon determining that the disengagement is impossible,executing recovery control to enable the disengagement by inputting thedriving force of the driving source to the input shaft.

Further features of the present invention will become apparent from thefollowing description of exemplary embodiments (with reference to theattached drawings).

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic view of an automatic transmission according to anembodiment of the present invention;

FIG. 2 is a block diagram of the control unit of the automatictransmission shown in FIG. 1;

FIG. 3 is an explanatory view of a torque flow at the time of a stop ona climbing hill;

FIGS. 4A and 4B are explanatory views showing an example of thearrangement of a dog clutch

FIGS. 5A to 5C are flowcharts showing examples of processing of thecontrol unit;

FIG. 6 is an explanatory view of a torque flow at the time of recoverycontrol;

FIG. 7 is a flowchart showing an example of processing of the controlunit;

FIG. 8A is a timing chart showing a change of an input torque and thelike at the time of recovery control; and

FIG. 8B is an explanatory view of a defined torque.

DESCRIPTION OF THE EMBODIMENTS

<Arrangement of Automatic Transmission>

FIG. 1 is a schematic view (skeleton diagram) of an automatictransmission 1 according to an embodiment of the present invention. Theautomatic transmission 1 decelerates the rotation driving force outputfrom a driving source 2, outputs the force to a final reduction gear 3,and drives, through left and right drive shafts 4, wheels 5 (only oneside is illustrated in FIG. 1) that are left and right drive wheels. Thefinal reduction gear 3 includes, for example, differential gearsconnected to the drive shafts 4.

The automatic transmission 1 is mounted on, for example, a midshipengine/rear drive type vehicle. The number of gear ratios of theautomatic transmission 1 can appropriately be designed. In thisembodiment, the automatic transmission 1 has nine forward gears and onereverse gear, as will be described later. The driving source 2 is aninternal combustion engine here, but may be an electric motor or a unitthat combines an internal combustion engine and an electric motor. Thedriving force of the driving source 2 is input to the automatictransmission 1 through a flywheel 2 a and an output shaft 2 b.

The automatic transmission 1 is a dual clutch transmission including twotransmission mechanisms 10 and 20 that implement different gear ratios,and a transmission mechanism 30 that implements the reverse gear. Thedriving force of the driving source 2 is input to the transmissionmechanism 10 through a clutch C1. The transmission mechanism 10 switchesdriving force transmission paths to an output member 41, therebyestablishing gear ratios (the first, third, fifth, seventh, and ninthspeed gear ratios in this embodiment) corresponding to the set ofodd-numbered gear ratios. The driving force of the driving source 2 isinput to the transmission mechanism 20 through a clutch C2. Thetransmission mechanism 20 switches driving force transmission paths tothe output member 41, thereby establishing the gear ratios (the second,fourth, sixth, and eighth speed gear ratios in this embodiment)corresponding to the set of even-numbered gear ratios.

Each of the clutches C1 and C2 connects/disconnects the transmission ofthe driving force to/from the corresponding one of the transmissionmechanisms 10 and 20. Each of the clutches C1 and C2 is, for example, awet-type multiple clutch, and includes an outer clutch plateconcentrically and integrally attached to the output shaft 2 b, an innerclutch plate connected to a corresponding one of the transmissionmechanisms 10 and 20, an actuator that presses the inner clutch plateagainst the outer clutch plate, a return spring that separates the innerclutch plate from the outer clutch plate, and the like.

The transmission mechanism 10 includes an input shaft 11, a gear G1 anda plurality of gear members 12 to 15 which are provided to be coaxialwith respect to the input shaft 11, and a switching mechanism 16. Theinput shaft 11 is rotatably supported by a transmission case (notshown). The input shaft 11 is connected to the inner clutch plate of theclutch C1, and the driving force of the driving source 2 is input to theinput shaft 11 through the clutch C1. The gear G1 is the transmissiongear for the first speed gear ratio, which is provided on the inputshaft 11. The gear G1 is provided (for example, key-connected orspline-connected) to be unrotatable relative to the input shaft 11, andalways rotates during the rotation of the input shaft 11.

The gear members 12 to 15 are cylindrical members provided on the inputshaft 11 to be relatively rotatable. A gear G3 that is the transmissiongear for the third speed gear ratio is formed on the gear member 12. Agear G5 that is the transmission gear for the fifth speed gear ratio isformed on the gear member 13. A gear G7 that is the transmission gearfor the seventh speed gear ratio is formed on the gear member 14. A gearG9 that is the transmission gear for the ninth speed gear ratio isformed on the gear member 15.

The switching mechanism 16 engages/disengages the gear members 12 to 15(that is, the gears G3, G5, G7, and G9) with/from the input shaft 11. Byengagement, an engaged gear member becomes unrotatable relative to theinput shaft 11 and always rotates during the rotation of the input shaft11. By disengagement, a disengaged gear member becomes rotatablerelative to the input shaft 11.

In this embodiment, the switching mechanism 16 includes switching units16 a and 16 b. The switching units 16 a and 16 b can have any structure.In this embodiment, the switching units 16 a and 16 b are each formedfrom a dog clutch, in particular, a dog clutch with a synchronizationmechanism.

The switching unit 16 a engages/disengages the gear members 12 and 13with/from the input shaft 11. As the operation state of the switchingunit 16 a, one of three states, that is, a state (third speed gear ratioin-gear state) in which the gear member 12 engages with the input shaft11, a state (fifth speed gear ratio in-gear state) in which the gearmember 13 engages with the input shaft 11, and a state (neutral) inwhich both the gear members 12 and 13 disengage from the input shaft 11can be selected.

The switching unit 16 b engages/disengages the gear members 14 and 15with/from the input shaft 11. As the operation state of the switchingunit 16 b, one of three states, that is, a state (seventh speed gearratio in-gear state) in which the gear member 14 engages with the inputshaft 11, a state (ninth speed gear ratio in-gear state) in which thegear member 15 engages with the input shaft 11, and a state (neutral) inwhich both the gear members 14 and 15 disengage from the input shaft 11can be selected.

Additionally, a gear member 27 is coaxially provided on the input shaft11. The gear member 27 is a cylindrical member provided on the inputshaft 11 to be relatively rotatable, and is connected to the innerclutch plate of the clutch C2. A gear 27 a is formed on the gear member27 and always meshes with a gear 33 of the transmission mechanism 30.

The transmission mechanism 30 includes an input shaft 31, a gear member32, and a switching mechanism 34. The input shaft 31 is provided inparallel to the input shaft 11 and rotatably supported by thetransmission case (not shown). The gear 33 is provided to be unrotatablerelative to the input shaft 31. The gear member 32 is a cylindricalmember provided on the input shaft 31 to be relatively rotatable. A gearGR that is the transmission gear for the reverse gear is formed on thegear member 32. The gear GR always meshes with the gear G3.

The switching mechanism 34 engages/disengages the gear member 32 (thatis, the gear GR) with/from the input shaft 31. By engagement, the gearmember 32 becomes unrotatable relative to the input shaft 31 and alwaysrotates during the rotation of the input shaft 31. By disengagement, thegear member 32 becomes rotatable relative to the input shaft 31. In thisembodiment, the switching mechanism 34 is also formed from a dog clutchwith a synchronization mechanism. As the operation state of theswitching mechanism 34, one of two states, that is, a state (reversegear in-gear state) in which the gear member 32 engages with the inputshaft 31 and a state (neutral) in which the gear member 32 disengagesfrom the input shaft 31 can be selected.

The transmission mechanism 20 includes an input shaft 21, a gear 28 anda plurality of gear members 22 to 25 which are provided to be coaxialwith respect to the input shaft 21, and a switching mechanism 26. Theinput shaft 21 is provided in parallel to the input shaft 11 androtatably supported by the transmission case (not shown).

The gear 28 is provided to be unrotatable relative to the input shaft21, and always meshes with the gear 33. Hence, the driving force of thedriving source 2 is input to the input shaft 21 through the clutch C2and the gears 33 and 28.

The gear members 22 to 25 are cylindrical members provided on the inputshaft 21 to be relatively rotatable. A gear G2 that is the transmissiongear for the second speed gear ratio is formed on the gear member 22. Agear G4 that is the transmission gear for the fourth speed gear ratio isformed on the gear member 23. A gear G6 that is the transmission gearfor the sixth speed gear ratio is formed on the gear member 24. A gearG8 that is the transmission gear for the eighth speed gear ratio isformed on the gear member 25.

The switching mechanism 26 engages/disengages the gear members 22 to 25(that is, the gears G2, G4, G6, and G8) with/from the input shaft 21. Byengagement, an engaged gear member becomes unrotatable relative to theinput shaft 21 and always rotates during the rotation of the input shaft21. By disengagement, a disengaged gear member becomes rotatablerelative to the input shaft 21.

In this embodiment, the switching mechanism 26 includes switching units26 a and 26 b. Like the switching mechanism 16, the switching units 26 aand 26 b can have any structure. In this embodiment, the switching units26 a and 26 b are each formed from a dog clutch, in particular, a dogclutch with a synchronization mechanism.

The switching unit 26 a engages/disengages the gear members 22 and 23with/from the input shaft 21. As the operation state of the switchingunit 26 a, one of three states, that is, a state (second speed gearratio in-gear state) in which the gear member 22 engages with the inputshaft 21, a state (fourth speed gear ratio in-gear state) in which thegear member 23 engages with the input shaft 21, and a state (neutral) inwhich both the gear members 22 and 23 disengage from the input shaft 21can be selected.

The switching unit 26 b engages/disengages the gear members 24 and 25with/from the input shaft 21. As the operation state of the switchingunit 26 b, one of three states, that is, a state (sixth speed gear ratioin-gear state) in which the gear member 24 engages with the input shaft21, a state (eighth speed gear ratio in-gear state) in which the gearmember 25 engages with the input shaft 21, and a state (neutral) inwhich both the gear members 24 and 25 disengage from the input shaft 21can be selected.

In this embodiment, the output member 41 is a gear provided on acountershaft 40 to be relatively unrotatable. The countershaft 40 isprovided in parallel to the input shaft 11 and rotatably supported bythe transmission case (not shown). In addition to the output member 41,gears 42 to 46 are coaxially provided on the countershaft 40. The gears42 to 45 are provided to be unrotatable relative to the countershaft 40.The output member 41 always meshes with the gear G3. The gear 42 alwaysmeshes with the gear G2. The gear 43 always meshes with the gears G4 andG5. The gear 44 always meshes with the gears G6 and G7. The gear 45always meshes with the gears G8 and G9.

The gear 46 is provided on the countershaft 40 through a one-way clutchOC. The one-way clutch OC rotates in one direction for drivingtransmission. The gear 46 always meshes with the gear G1. That is, theone-way clutch OC is provided in the driving force transmission paththat establishes the first speed gear ratio.

The one-way clutch OC is a sprag one-way clutch as an example in thisembodiment, and the driving transmission direction is set as follows.The rotation direction of the countershaft 40 during forward travelingof the vehicle will be referred to as a forward rotation direction here.

In this embodiment, if a rotation speed V1 of the gear 46 in the forwardrotation direction exceeds a rotation speed V2 of the countershaft 40 inthe forward rotation direction, a pivotal movement in the engagingdirection is given to a sprag OC3 between an outer race OC1 and an innerrace OC2 to set the one-way clutch OC in an engaging state, and thedriving force of the input shaft 11 is transmitted to the countershaft40. Hence, if the switching units 16 a and 16 b are at the neutralpositions, the driving force of the input shaft 11 is transmitted to thecountershaft 40 through the gears G1 and 46 and the one-way clutch OCduring acceleration.

On the other hand, if the rotation speed V1 of the gear 46 in theforward rotation direction is less than the rotation speed V2 of thecountershaft 40 in the forward rotation direction, the pivotal movementin the engaging direction is not given to the sprag OC3, and the outerrace OC1 and the inner race OC2 are set in a non-engaging state. Hence,if one of the switching units 16 a and 16 b is set in the engagingstate, the driving force of the input shaft 11 is transmitted to thecountershaft 40 not through the gears G1 and 46 and the one-way clutchOC but through another path. For example, in the third speed gear ratioin-gear state, the driving force of the input shaft 11 is transmitted tothe countershaft 40 through the gears G3 and 41. This also applies tothe fifth speed gear ratio, the seventh speed gear ratio, and the ninthspeed gear ratio.

With the arrangement that establishes the first speed gear ratio by theone-way clutch OC, the switching mechanism for the first speed gearratio can be omitted.

The output member 41 always meshes with a gear 51. The gear 51 isprovided on an output shaft 50 to be relatively unrotatable. The outputshaft 50 is provided in parallel to the input shaft 11 and rotatablysupported by the transmission case (not shown). A bevel gear 52 is alsoprovided on the output shaft 50 to be relatively unrotatable. The bevelgear 52 always meshes with a bevel gear 3 a of the final reduction gear3. The driving force of the output shaft 50 is transmitted to the driveshafts 4 and the wheels 5 through the final reduction gear 3.

Note that the automatic transmission 1 can be provided with a parkinglock device. The parking lock device may lock, for example, thecountershaft 40 or the output shaft 50 on the transmission case.

The driving force transmission path in each gear ratio will be describednext.

When the first speed gear ratio is selected, all the switchingmechanisms 16, 26, and 34 are set at the neutral positions, the clutchC1 is set in the connected state, and the clutch C2 is set in thereleased state. The driving force of the driving source 2 is transmittedthrough the path of clutch C1→input shaft 11→gear G1→gear 46→one-wayclutch OC→countershaft 40→output member 41→gear 51→output shaft 50.

When the second speed gear ratio is selected, all the switchingmechanisms 16 and 34 and the switching unit 26 b are set at the neutralpositions, and the switching unit 26 a sets the second speed gear ratioin-gear state. The clutch C2 is set in the connected state, and theclutch C1 is set in the released state. The driving force of the drivingsource 2 is transmitted through the path of clutch C2→gear member 27(gear 27 a)→gear 33→gear 28→input shaft 21→gear G2→gear 42→countershaft40→output member 41→gear 51→output shaft 50.

When the third speed gear ratio is selected, all the switchingmechanisms 26 and 34 and the switching unit 16 b are set at the neutralpositions, and the switching unit 16 a sets the third speed gear ratioin-gear state. The clutch C1 is set in the connected state, and theclutch C2 is set in the released state. The driving force of the drivingsource 2 is transmitted through the path of clutch C1→input shaft11→gear G3→output member 41→gear 51→output shaft 50.

When the fourth speed gear ratio is selected, all the switchingmechanisms 16 and 34 and the switching unit 26 b are set at the neutralpositions, and the switching unit 26 a sets the fourth speed gear ratioin-gear state. The clutch C2 is set in the connected state, and theclutch C1 is set in the released state. The driving force of the drivingsource 2 is transmitted through the path of clutch C2→gear member 27(gear 27 a)→gear 33→gear 28→input shaft 21→gear G4→gear 43→countershaft40→output member 41→gear 51→output shaft 50.

When the fifth speed gear ratio is selected, all the switchingmechanisms 26 and 34 and the switching unit 16 b are set at the neutralpositions, and the switching unit 16 a sets the fifth speed gear ratioin-gear state. The clutch C1 is set in the connected state, and theclutch C2 is set in the released state. The driving force of the drivingsource 2 is transmitted through the path of clutch C1→input shaft11→gear G5→gear 43→countershaft 40→output member 41→gear 51→output shaft50.

When the sixth speed gear ratio is selected, all the switchingmechanisms 16 and 34 and the switching unit 26 a are set at the neutralpositions, and the switching unit 26 b sets the sixth speed gear ratioin-gear state. The clutch C2 is set in the connected state, and theclutch C1 is set in the released state. The driving force of the drivingsource 2 is transmitted through the path of clutch C2→gear member 27(gear 27 a)→gear 33→gear 28→input shaft 21→gear G6→gear 44→countershaft40→output member 41→gear 51→output shaft 50.

When the seventh speed gear ratio is selected, all the switchingmechanisms 26 and 34 and the switching unit 16 a are set at the neutralpositions, and the switching unit 16 b sets the seventh speed gear ratioin-gear state. The clutch C1 is set in the connected state, and theclutch C2 is set in the released state. The driving force of the drivingsource 2 is transmitted through the path of clutch C1→input shaft11→gear G7→gear 44→countershaft 40→output member 41→gear 51→output shaft50.

When the eighth speed gear ratio is selected, all the switchingmechanisms 16 and 34 and the switching unit 26 a are set at the neutralpositions, and the switching unit 26 b sets the eighth speed gear ratioin-gear state. The clutch C2 is set in the connected state, and theclutch C1 is set in the released state. The driving force of the drivingsource 2 is transmitted through the path of clutch C2→gear member 27(gear 27 a)→gear 33→gear 28→input shaft 21→gear G8→gear 45→countershaft40→output member 41→gear 51→output shaft 50.

When the ninth speed gear ratio is selected, all the switchingmechanisms 26 and 34 and the switching unit 16 a are set at the neutralpositions, and the switching unit 16 b sets the ninth speed gear ratioin-gear state. The clutch C1 is set in the connected state, and theclutch C2 is set in the released state. The driving force of the drivingsource 2 is transmitted through the path of clutch C1→input shaft11→gear G9→gear 45→countershaft 40→output member 41→gear 51→output shaft50.

When the reverse gear is selected, both the switching mechanisms 16 and26 are set at the neutral positions, and the switching mechanism 34 setsthe in-gear state. The clutch C2 is set in the connected state, and theclutch C1 is set in the released state. The driving force of the drivingsource 2 is transmitted through the path of clutch C2→gear member 27(gear 27 a)→gear 33→input shaft 31→gear GR→gear G3→output member 41→gear51→output shaft 50.

A control unit 60 of the automatic transmission 1 will be described nextwith reference to FIG. 2. FIG. 2 is a block diagram showing the circuitarrangement of the control unit 60. The control unit 60 is an ECUconfigured to control the automatic transmission 1, and includes aprocessing unit 61 such as a CPU, a storage unit 62 such as a RAM and aROM, and an interface unit 63 that interfaces an external device and theprocessing unit 61. The control unit 60 is communicably connected to anengine control unit 90 that is an ECU configured to control the drivingsource 2 as an internal combustion engine.

The processing unit 61 executes a program stored in the storage unit 62,and controls various kinds of actuators 80 based on the detectionresults of various kinds of sensors 70. Concerning control examples tobe described later, the various kinds of sensors 70 include, forexample, an accelerator position sensor 71, a vehicle speed sensor 72, aslope sensor 73, an SP (Shift Position) sensor 74, a brake sensor 75, aGP sensor (gear position sensor) 76, and a clutch temperature sensor 77.

The accelerator position sensor 71 is a sensor that detects, forexample, the depression amount of the accelerator pedal by the driver.The speed sensor 72 is a sensor that detects, for example, the rotationspeed of the countershaft 40. The slope sensor 73 detects the slope ofthe traveling road of the vehicle. The slope sensor 73 can be a sensorconfigured to directly detect the slope of the traveling road, or anacceleration sensor or a speed sensor. If the slope sensor 73 is anacceleration sensor or a speed sensor, the slope of the traveling roadcan be calculated based on, for example, the relationship between theaccelerator opening and the acceleration or speed of the vehicle.

The SP (Shift Position) sensor 74 is a sensor configured to detect theshift position selected by the driver. As the shift positions, forexample, four types of shift positions, that is, the P range (parkingrange), D range (drive range), N range (neutral range), and R range(reverse range) exist. The D range may include an automatic gear changemode and a manual gear change mode. The brake sensor 75 is a sensorconfigured to detect a driver's operation on the foot brake. The GPsensor 76 is a sensor configured to detect the in-gear state or off-gearstate in each of the switching mechanisms 16, 26, and 34, and the GPsensor 76 can be provided on each transmission gear. The clutchtemperature sensor 77 is provided on each of the clutches C1 and C2 andmeasures the temperature.

The various kinds of actuators 80 include an actuator that drives theclutches C1 and C2 and actuators provided in the switching units 16 a,16 b, 26 a, and 26 b and the switching mechanism 34. These actuatorsare, for example, motors or control valves. In this embodiment, theswitching units 16 a, 16 b, 26 a, and 26 b are assumed to be electricactuators.

When the D range is selected, the processing unit 61 selects a gearratio based on the travelling state of the vehicle in accordance with,for example, a gear change map stored in the storage unit 62. The gearratio is normally switched one by one. For example, at the time ofacceleration, the gear ratio is switched from first speed gearratio→second speed gear ratio→third speed gear ratio . . . . At the timeof deceleration as well, the gear ratio is switched from seventh speedgear ratio→sixth speed gear ratio→fifth speed gear ratio . . . . Whenswitching from an odd-numbered speed gear ratio to an even-numberedspeed gear ratio, the clutch C2 is released in advance, and the in-gearstate of the next even-numbered speed gear ratio is set. Then, whenswitching from the odd-numbered speed gear ratio to the even-numberedspeed gear ratio, since the next even-numbered speed gear ratio isestablished by the release of the clutch C1 and the connection of theclutch C2, the gear change time can be shortened. This also applies toswitching from an even-numbered speed gear ratio to an odd-numberedspeed gear ratio.

<Hill Hold>

During a stop in the D range, the processing unit 61 normally sets theswitching mechanisms 16, 26, and 34 at the neutral positions, andreleases the clutches C1 and C2. If the driver releases the foot brakeduring a stop on a climbing hill in the D range, the vehicle may moveback. The backward movement of the vehicle is prevented by intentionallycausing interlock in the automatic transmission 1. FIG. 3 is anexplanatory view of the principle and shows a torque flow at the time ofthe backward movement of the vehicle.

When the vehicle moves back, driving in a direction reverse to that in aforward movement is given by the drive shafts 4 and transmitted to thecountershaft 40, as indicated by T1. The rotation direction of thecountershaft 40 at this time is the direction reverse to theabove-described forward rotation direction.

The driving transmission direction of the one-way clutch OC is the sameas described above. In the above setting, if a rotation speed V3 of thecountershaft 40 in the reverse direction exceeds a rotation speed V4 ofthe gear 46 in the reverse direction, a pivotal movement in the engagingdirection is given to the sprag OC3, and the outer race OC1 and theinner race OC2 are set in the engaging state. Hence, the driving forceof the backward movement is transmitted to the input shaft 11 throughthe gears 46 and G1. That is, if a rotation in a direction correspondingto the backward movement of the vehicle is input from the side of thewheels 5 to the output member 41, the rotation is transmitted to theinput shaft 11.

If one of the odd-numbered speed gear ratios other than the first speedgear ratio is put in gear, a torque circulation occurs between thecountershaft 40 and the input shaft 11, and interlock is generated. T3in FIG. 3 represents a case in which the gears are put in gear for thethird speed gear ratio. Since the first speed gear ratio is always putin gear, putting only one gear ratio in gear suffices. Hence, the statenecessary for preventing the backward movement at the time of a stop canbe established in a shorter time. The gear ratio to be put in gear maybe the fifth speed gear ratio, the seventh speed gear ratio, or theninth speed gear ratio. When the third speed gear ratio whose ratio isclose to the first speed gear ratio is put in gear, the load applied toeach shaft can be reduced in some cases.

Note that in this embodiment, the one-way clutch OC is provided betweenthe gear 46 and the input shaft 11, but may be provided between theinput shaft 11 and the gear G1 depending on an arrangement of atransmission. In addition, the one-way clutch OC is provided in thedriving force transmission path to establish the first speed gear ratio,but may be provided in a driving force transmission path to establishanother gear ratio depending on an arrangement of a transmission. Forexample, the one-way clutch OC may be provided in the driving forcetransmission path to establish the second speed gear ratio. If theone-way clutch OC is provided in a driving force transmission path toestablish an even-numbered speed gear ratio, another gear ratio to beput in gear to attain interlock is also an even-numbered speed gearratio.

The relationship between the switching mechanism 16 and interlock willbe described next. If a dog clutch is employed as the switchingmechanism 16, interlock is not carelessly canceled as an advantage whensuch interlock is generated. FIG. 4A is a sectional view showing anexample of the dog clutch. This is a sectional view taken along a planeincluding the input shaft. FIG. 4A shows an in-gear state.

A dog gear 101 with dog teeth 101 a is spline-connected to a gear member100 that forms a transmission gear. A double-cone blocking ring 102 anda synchronizer spring 103 are provided between the dog gear 101 and ahub 105 fixed to the input shaft.

A sleeve 104 is provided to be reciprocally moved by the driving forceof an actuator in an axial direction d1 of the input shaft. Spline teeth104 a of the sleeve 104 can reciprocally move between dog teeth 102 a ofthe blocking ring 102 and between the dog teeth 101 a of the dog gear101 while being guided between spline teeth 105 a of the hub 105. Asshown in FIG. 4A, the spline teeth 104 a are placed across the splineteeth 105 a and the dog teeth 101 a, thereby attaining an in-gear state.

FIG. 4B is a sectional view taken along a plane in the circumferentialdirection passing through the spline teeth 104 a and the like. FIG. 4Bshows the cross-sectional shape of the spline teeth 104 a and 105 a andthe dog teeth 101 a and 102 a.

At the distal end of each spline tooth 104 a, the side surfaces are notparallel but are tilted to form a tapered shape. Each dog tooth 101 ahas a tapered shape corresponding to the tapered shape so the sidesurfaces are not parallel but are tilted.

With this tapered shape, if a driving force in the direction of an arrowd2 acts on the gear member 100, the spline teeth 104 a and the dog teeth101 a more deeply mesh with each other and hardly disengage. In theexample of FIG. 3, if the vehicle stops on a climbing hill, the gear G3that is the transmission gear for the third speed gear ratio and thestructure of the switching unit 16 a corresponding to the sleeve 104more deeply mesh with each other, and the gear G3 hardly disconnects.

On the other hand, when the vehicle starts, the interlock needs to becanceled. In the example of FIG. 4A, the sleeve 104 is retreated fromthe dog gear 101 by the driving force of an actuator (not shown) toattain an off-gear state. However, if an actuator whose output isrelatively small is used, disengagement may be difficult because of themeshing between the spline teeth 104 a and the dog teeth 101 a.

However, if the driving force in the forward direction acts on the inputshaft 11, the driving force gradually balances with the driving force ofthe backward movement caused by the weight of the vehicle on theclimbing hill, and the meshing between the spline teeth 104 a and thedog teeth 101 a weakens to facilitate disengagement. That is, in theexample of FIG. 3, vehicle start control is performed to, for example,set the clutch C1 in a half-engaged state while causing the switchingunit 16 a to put the third speed gear ratio off gear. When the drivingforce of the driving source 2 is transmitted to the input shaft 11, andthe driving force of the gravity on the climbing hill and the drivingforce from the driving source 2 balance, the resistance in the off-gearstate by the meshing between the spline teeth 104 a and the dog teeth101 a becomes almost 0, and the third speed gear ratio can reliably beput off gear. Hence, any special mechanism is not needed to cancelinterlock.

<Control Examples>

Examples of control executed by the processing unit 61 regarding theabove-described hill hold will be described with reference to FIGS. 5Ato 5C. FIG. 5A shows an example of backward movement prevention controlby interlock.

In step S1, it is determined whether a predetermined condition is met.Upon determining that a predetermined condition is met, the processadvances to step S2. Upon determining that a predetermined condition isnot met, the processing of one unit ends.

The predetermined condition includes at least the stop of the vehicle.The stop of the vehicle can be determined based on the detection resultof the speed sensor 72. For example, if the detection result is lessthan a threshold, it can be determined that the vehicle has stopped.

The predetermined condition may include, for example, the stop of thevehicle on a climbing hill. If the stop of the vehicle on a climbinghill is included in the condition, the backward movement of the vehiclecan be prevented without unnecessarily causing interlock. Whether thevehicle has stopped on a climbing hill can be determined based on thedetection result of the slope sensor 73. For example, if a slope morethan a predetermined slope is detected, it can be determined that thevehicle has stopped on a climbing hill. Conversely, an arrangement thatdoes not use the stop of the vehicle on a climbing hill as a conditioncan also be employed. As described above, interlock can reliably becanceled by the start of the vehicle. Hence, interlock may always begenerated at the time of the stop of the vehicle. If the stop of thevehicle on a climbing hill is not used as a condition, slope detectionis unnecessary.

The predetermined condition may include, for example, selection of the Drange. During selection of the D range, on a climbing hill, thenecessity of hill hold is high at the time of release of the foot brake.In this case, the predetermined condition may further include detectionof leg power reduction on the foot brake. This is because thepossibility that the vehicle does not move back is high during brakingusing the foot brake, and at the start of release of the foot brake, thepossibility of the backward movement rises. Leg power reduction on thefoot brake can be determined based on the detection result of the brakesensor 75.

The predetermined condition may include non-detection of selection ofthe P range. At the time of lock by parking lock, the necessity of hillhold by interlock is low. The non-detection of selection of the P rangemay be determined at timing after the elapse of a predetermined timefrom the stop of the vehicle.

In step S2, the switching mechanism 16 is instructed to put one of theodd-numbered speed gear ratios other than the first speed gear ratio ingear, and the processing of one unit ends. The odd-numbered speed gearratio to be put in gear at this time will be referred to as an ILodd-numbered speed gear ratio in the following explanation.

FIG. 5B shows an example of cancel control of canceling interlock afterthe backward movement prevention control. In step S11, it is determinedwhether the vehicle is at a stop, and the IL odd-numbered speed gearratio is in gear. If YES in step S11, the process advances to step S12.Otherwise, the processing of one unit ends.

In step S12, it is determined whether a predetermined condition is met.Upon determining that a predetermined condition is met, the processadvances to step S13. Upon determining that a predetermined condition isnot met, the processing of one unit ends. Here, the predeterminedcondition is, for example, that the estimated value of the driving forcerequired by the driver exceeds a threshold. The driving force requiredby the driver is the forward driving force of the vehicle required bythe driver. The estimated value can be derived from, for example, theaccelerator opening. The accelerator opening can be calculated based onthe detection result of the accelerator position sensor 71. The clutchC1 and the driving source 2 can be driven and controlled in accordancewith the estimated value of the driving force required by the driver. Ifthe driving force input to the input shaft 11 increases, the IL gearratio can readily be put off gear, as described with reference to FIG.4B.

In step S13, the switching mechanism 16 is instructed to put the ILodd-numbered speed gear ratio off gear. The processing of one unit thusends.

FIG. 5C shows another example of cancel control of canceling interlockafter the backward movement prevention control. In the example of FIG.5B, on condition that a predetermined condition is met in step S12, theIL gear ratio is put off gear in step S13. However, the IL gear ratiomay be put off gear after execution of the backward movement preventioncontrol before the vehicle start condition is met. The vehicle startcondition may be, for example, detection of a driver's operation on theaccelerator pedal by the accelerator position sensor 71.

In the example of FIG. 5C, after the IL gear ratio is put in gear toattain the interlock state, the off-gear operation of the IL gear ratiois performed immediately concerning the control.

First, in step S21, it is determined whether the vehicle is at a stop,and the IL odd-numbered speed gear ratio is in gear. If YES in step S21,the process advances to step S22. Otherwise, the processing of one unitends. In step S22, the switching mechanism 16 is instructed to put theIL gear ratio off gear. The processing of one unit thus ends.

Step S22 means that the off-gear operation of the IL gear ratio isstarted concerning the control. In other words, it means that theoperation of the actuator of the switching mechanism 16 that puts the ILgear ratio off gear is started. If the output of the actuator is small,the in-gear state of the IL gear ratio is maintained even after thestart of the operation, as described with reference to FIG. 4B.Especially if the slope of the climbing hill is large, the in-gear stateof the IL gear ratio is maintained even if off-gear control isperformed. Conversely, if the slope of the climbing hill is small, theIL gear ratio may be put off gear by the off-gear control. In this case,however, the backward movement of the vehicle is considered not tooccur.

Even if the in-gear state of the IL gear ratio is maintained, when thevehicle starts, at a timing at which the driving force of the backwardmovement by the gravity on the climbing hill and the driving force fromthe driving source 2 balance, the resistance in the off-gear statebecomes almost 0, and the IL gear ratio is put off gear, as describedwith reference to FIG. 4B. By this control, the condition determinationprocess of step S12 can be omitted.

<Forced Cancel of Interlock>

Interlock of this embodiment can be almost reliably canceled byinputting the driving force from the driving source 2 even if a jamoccurs in the switching mechanism 16. However, the driver may select notthe start but the parking range or neutral range. In this case, theswitching mechanism 16 needs to be put off gear. However, if a jamoccurs in the switching mechanism 16, it may be impossible to performthe off-gear operation only by the output of the actuator and establishthe range selected by the driver. In addition, if unintended interlockoccurs due to a special traveling state or the like, a strong jam mayoccur in the switching mechanism 16, and the off-gear operation may beimpossible only by the output of the switching mechanism 16.

A mechanism that forcibly cancels interlock in such a case, that is, amechanism that forcibly puts the transmission gear for an odd-numberedspeed gear ratio in the in-gear state off gear will be described. Inthis embodiment, recovery control of inputting the driving force of thedriving source 2 to the input shaft 11 by connection control of theclutch C1 is performed. FIG. 6 is an explanatory view of this. FIG. 6corresponds to the state described with reference to FIG. 3 in whichinterlock has occurred, and shows a state in which the transmission gearG3 for the third speed gear ratio is put in gear. The driving force isinput from the driving source 2 to the input shaft 11 through the clutchC1, and the transmission torque of the driving force by the clutch C1 isadjusted (the transmission torque is controlled by engaging the clutchC1 halfway), thereby inputting the driving force while maintaining therotational speed of the input shaft 11 at 0.

When a torque T4 input from the driving source 2 to the input shaft 11and the torque T1 input from the drive shafts 4 balance, the circulationtorque between the countershaft 40 and the input shaft 11 can becanceled or weakened. Hence, the meshing as described with reference toFIG. 4B weakens, and the transmission gear G3 can be put off gear by theoutput of the actuator of the switching mechanism 16.

FIG. 7 shows an example of control executed by the processing unit 61concerning the recovery control shown in FIG. 6. In step S31, it isdetermined whether disengagement is impossible for an engagedtransmission gear whose disengagement was attempted by the actuator ofthe switching mechanism 16. Upon determining that the disengagement isimpossible, the process advances to step S32. Otherwise, the processingof one unit ends. This determination can be done based on the detectionresult of the GP sensor 76. In the example of FIG. 6, the disengagementdisable state of the transmission gear G3 is detected.

In step S32, it is determined whether a predetermined condition is met.The predetermined condition can include, for example, the temperature ofthe clutch C1 that is less than a threshold. In the recovery controldescribed with reference to FIG. 6, since the clutch C1 is in thehalf-engaged state, the temperature may readily rise. For this reason,the recovery control can be prohibited if the temperature of the clutchC1 is already high. This determination can be done based on thedetection result of the clutch temperature sensor 77.

The predetermined condition can also include, for example, a stop of thevehicle. This condition aims at ensuring safety. The predeterminedcondition can also include, for example, the agreement of the driver. Ifthe driver agrees, he/she can be prevented from feeling uncomfortable inthe recovery operation by the recovery control.

Upon determining in step S32 that the condition is met, the processadvances to step S34. If the condition is not met, the process advancesto step S33. In step S33, it is determined whether a time-out occurs indetermining whether the condition is met. If a time-out occurs, it isdetermined that the recovery control cannot be continued, and theprocess advances to step S41.

In step S34, the engine control unit 90 is requested to do cooperativecontrol of the driving source 2. Here, the engine control unit 90 isinstructed to increase the driving force of the driving source 2 andmakes the rotational speed higher than the idling engine speed. Inresponse to the instruction, the engine control unit 90 startscooperative control of the driving source 2.

In step S35, it is determined whether the rotational speed of thedriving source 2 exceeds a threshold. If the rotational speed exceedsthe threshold, the process advances to step S37. If the rotational speeddoes not exceed the threshold, the process advances to step S36. Therotational speed of the driving source 2 may be confirmed based oninformation from the engine control unit 90, or may be confirmed basedon the detection result of a sensor (not shown) configured to detect therotational speed of the driving source 2. In step S36, it is determinedwhether a time-out occurs in determining whether the condition of therotational speed of the driving source 2 is met. If a time-out occurs,it is determined that the recovery control cannot be continued, and theprocess advances to step S41.

In step S37, the off-gear operation is started. Here, to set thetransmission gear (the transmission gear G3 in the example of FIG. 6)that cannot be disengaged in the off-gear state, the switching mechanism16 is instructed to do disengagement, and simultaneously, thetransmission torque of the clutch C1 is raised. More specifically, adisengagement control instruction is output to the actuator of theswitching mechanism 16, and simultaneously, a control instruction isoutput to the actuator of the clutch C1 to gradually increase theconnecting force such that the transmission torque from the drivingsource 2 to the input shaft 11 gradually increases.

In step S38, it is determined whether the off-gear operation succeeds.If the off-gear operation succeeds, the process advances to step S39. Ifthe off-gear operation does not succeed, the process advances to stepS40. This determination can be done based on the detection result of theGP sensor 76.

FIG. 8A is a timing chart showing the control state in the processes ofsteps S34 to S38. When a cooperation request is transmitted from thecontrol unit 60 to the engine control unit 90 (ON in FIG. 8A), therotational speed of the driving source 2 is controlled to N that ishigher than the idling engine speed. The control unit 60 increases thetransmission torque of the clutch C1 from 0, and at this time, controlsthe degree of connection of the clutch C1 so as to maintain therotational speed of the input shaft 11 at 0. To confirm the rotationalspeed of the input shaft 11, the rotational speed of the input shaft 11can be confirmed by a sensor (not shown) configured to detect therotational speed. If the off-gear operation succeeds, each control ends.In this embodiment, the off-gear operation can be performed bycontrolling the clutch C1 and the driving force of the driving source 2.No dedicated device is needed to forcibly cancel the interlock.

Referring back to FIG. 7, in step S39, recovery completion is set, andthe processing ends. When recording a fault history or the like in thestorage unit 62, the recovery from the off-gear disable state isrecorded, and the process returns to normal gear change control.

In step S40, it is determined whether the transmission torque of theclutch C1 reaches a defined torque. If the transmission torque reachesthe defined torque, the process advances to step S41 to abandon therecovery. If the transmission torque does not reach the defined torque,the process returns to step S37 to continue the control to increase thetransmission torque. The transmission torque of the clutch C1 can becalculated by the control variable to the clutch Cl.

The defined torque can be set based on, for example, the relationshipbetween the slope of the traveling road and the transmission torque thatbalances with the slope, as shown in FIG. 8B. As for the slope of thetraveling road, for example, the slope of a general road is about 30% atmaximum with a margin. Since the specifications of a vehicle are known,an input torque to the input shaft 11, which is necessary to bring avehicle in a certain gear ratio to a halt on a climbing hill when thevehicle stops on the climbing hill with a certain slope, can bespecified by a simulation or experiment. The input torque is thebalanced torque, which is indicated by a line L proportional to theslope.

A region R sandwiched between broken lines, which is set for thebalanced torque indicated by the line L in consideration of the outputof the actuator of the switching mechanism 16, and the like, can beunderstood as the input torque that enables the off-gear operation. Adefined torque T is set in correspondence with the maximum slope assumedfor a general road. A case in which the off-gear operation is impossibleeven if the defined torque T is given can be regarded as a situation inwhich the off-gear operation is difficult. The defined torque T can alsoappropriately be set in accordance with the slope of the traveling road.However, if the defined torque T is set in correspondence with themaximum slope assumed for a general road, the slope of the travelingroad need not be detected.

Referring back to FIG. 7, in step S41, a fault representing that thedisengagement disable state is recorded. As for the recording, forexample, the fault can be recorded in the storage unit 62 as a faulthistory. In an auto repair shop, a repair can be made based on therecord. In step S41, using an even-numbered speed gear ratio as thesubsequent gear ratio is set. In this embodiment, for example, even ifthe transmission gear G3 for the third speed gear ratio cannot be putoff gear, forward travelling in an even-numbered speed gear ratio can bedone by releasing the clutch C1. Hence, by selecting one of theeven-numbered speed gear ratios for subsequent traveling, the driver canensure a minimum movement.

Summary of Embodiment

1. An automatic transmission (for example, 1) according to theembodiment comprises:

a first transmission mechanism (for example, 10) to which a drivingforce of a driving source (for example, 2) is input through a firstclutch (for example, C1) and which is configured to switch driving forcetransmission paths to an output member (for example, 41) to establish afirst set of gear ratios (for example, odd-numbered speed gear ratios);

a second transmission mechanism (for example, 20) to which the drivingforce of the driving source is input through a second clutch (forexample, C2) and which is configured to switch driving forcetransmission paths to the output member to establish a second set ofgear ratios (for example, even-numbered speed gear ratios); and

a control unit (for example, 60),

wherein a one-way clutch (for example, OC) is provided in a drivingforce transmission path that establishes a first certain gear ratio inthe first set,

the first transmission mechanism comprises:

an input shaft (for example, 11) to which the driving force of thedriving source is input through the first clutch;

a first transmission gear (for example, G1) provided on the input shaftand configured to establish the first certain gear ratio;

a plurality of second transmission gears (for example, G3, G5, G7, G9)provided on the input shaft and configured to establish remaining gearratios in the first set; and

a switching mechanism (for example, 16) configured to perform engagementand disengagement between the input shaft and the plurality of secondtransmission gears,

a driving transmission direction of the one-way clutch is set such thata rotation inputted from a wheel side to the output member in apredetermined rotational direction is transmitted to the input shaft,the predetermined rotational direction corresponding to a backwardmovement of a vehicle, and

when disengagement by the switching mechanism is impossible, the controlunit can execute recovery control (for example, FIG. 7) to enable thedisengagement by inputting the driving force of the driving source tothe input shaft.

According to the embodiment, the interlock can forcibly be canceled.

2. In the automatic transmission (for example, 1) according to theembodiment,

the recovery control is control of raising a transmission torque of thefirst clutch while instructing the switching mechanism to do thedisengagement (for example, S36).

According to the embodiment, it is possible to forcibly cancel theinterlock while maintaining the rotational speed of the input shaft at0.

3. In the automatic transmission (for example, 1) according to theembodiment,

in the recovery control, the control unit instructs to increase thedriving force of the driving source.

According to the embodiment, by cooperative control of the drivingsource, a driving force necessary for canceling the interlock can beensured.

4. In the automatic transmission (for example, 1) according to theembodiment,

the recovery control ends if the transmission torque of the first clutchreaches a defined torque in a state in which the disengagement by theswitching mechanism remains impossible.

According to the embodiment, if cancel is difficult, the recoverycontrol can be abandoned without any problem.

5. In the automatic transmission (for example, 1) according to theembodiment,

if the recovery control ends in the state in which the disengagement bythe switching mechanism remains impossible, the control unit selects oneof the gear ratios in the second set when the vehicle travels (forexample, S40).

According to the embodiment, even if the interlock cannot be canceled, aminimum movement can be ensured.

6. In the automatic transmission (for example, 1) according to theembodiment,

the switching mechanism comprises:

a dog clutch; and

an actuator configured to operate the dog clutch.

According to the embodiment, it is possible to forcibly cancel theinterlock caused by a jam in the mechanism.

7. In the automatic transmission (for example, 1) according to theembodiment,

the gear ratios in the first set are odd-numbered speed gear ratios, and

the gear ratios in the second set are even-numbered speed gear ratios.

According to the embodiment, the interlock generated in an odd-numberedspeed gear ratio can forcibly be canceled. Additionally, if theinterlock cannot be canceled, the vehicle can start in the 2^(nd)-speedgear ratio, and traveling performance can be ensured.

8. In the automatic transmission (for example, 1) according to theembodiment,

the first certain gear ratio is a 1^(st)-speed gear ratio.

According to the embodiment, the cost can be reduced by employing theone-way clutch.

9. The automatic transmission (for example, 1) according to theembodiment further comprises a countershaft provided in parallel to theinput shaft,

the output member is provided on the countershaft, and

a gear configured to mesh with the first transmission gear is providedon the countershaft through the one-way clutch.

According to the embodiment, the interlock generated by a torquecirculation between the input shaft and the countershaft can forcibly becanceled.

10. A control method, according to the embodiment, of an automatictransmission (for example, 1) which comprises:

a first transmission mechanism to which a driving force of a drivingsource is input through a first clutch and which is configured to switchdriving force transmission paths to an output member to establish afirst set of gear ratios; and

a second transmission mechanism to which the driving force of thedriving source is input through a second clutch and which is configuredto switch driving force transmission paths to the output member toestablish a second set of gear ratios,

wherein a one-way clutch is provided in a driving force transmissionpath that establishes a first certain gear ratio in the first set,

the first transmission mechanism comprises:

an input shaft to which the driving force of the driving source is inputthrough the first clutch;

a first transmission gear provided on the input shaft and configured toestablish the first certain gear ratio;

a plurality of second transmission gears provided on the input shaft andconfigured to establish remaining gear ratios in the first set; and

a switching mechanism configured to perform engagement and disengagementbetween the input shaft and the plurality of second transmission gears,and

a driving transmission direction of the one-way clutch is set such thata rotation inputted from a wheel side to the output member in apredetermined rotational direction is transmitted to the input shaft,the predetermined rotational direction corresponding to a backwardmovement of a vehicle,

the control method comprises:

determining whether disengagement by the switching mechanism isimpossible (for example, S31); and

upon determining that the disengagement is impossible, executingrecovery control to input the driving force of the driving source to theinput shaft and enable the disengagement (for example, S36).

According to the embodiment, the interlock can forcibly be canceled.

While the present invention has been described with reference toexemplary embodiments, it is to be understood that the invention is notlimited to the disclosed exemplary embodiments. The scope of thefollowing claims is to be accorded the broadest interpretation so as toencompass all such modifications and equivalent structures andfunctions.

This application claims the benefits of Japanese Patent Application No.2016-037933, filed Feb. 29, 2016, which is hereby incorporated byreference herein in its entirety.

What is claimed is:
 1. An automatic transmission comprising: a firsttransmission mechanism to which a driving force of a driving source isinput through a first clutch and which is configured to switch drivingforce transmission paths to an output member to establish a first set ofgear ratios; a second transmission mechanism to which the driving forceof the driving source is input through a second clutch and which isconfigured to switch driving force transmission paths to the outputmember to establish a second set of gear ratios; and a control unit,wherein a one-way clutch is provided in a driving force transmissionpath that establishes a first certain gear ratio in the first set, thefirst transmission mechanism comprises: an input shaft to which thedriving force of the driving source is input through the first clutch; afirst transmission gear provided on the input shaft and configured toestablish the first certain gear ratio; a plurality of secondtransmission gears provided on the input shaft and configured toestablish remaining gear ratios in the first set; and a switchingmechanism configured to perform engagement and disengagement between theinput shaft and the plurality of second transmission gears, a drivingtransmission direction of the one-way clutch is set such that a rotationinputted from a wheel side to the output member in a predeterminedrotational direction is transmitted to the input shaft, thepredetermined rotational direction corresponding to a backward movementof a vehicle, and when disengagement by the switching mechanism isimpossible, the control unit can execute recovery control to enable thedisengagement by inputting a driving force of the driving source to theinput shaft.
 2. The transmission according to claim 1, wherein therecovery control is control of raising a transmission torque of thefirst clutch while instructing the switching mechanism to do thedisengagement.
 3. The transmission according to claim 2, wherein in therecovery control, the control unit instructs to increase the drivingforce of the driving source.
 4. The transmission according to claim 2,wherein the recovery control ends if the transmission torque of thefirst clutch reaches a defined torque in a state in which thedisengagement by the switching mechanism remains impossible.
 5. Thetransmission according to claim 4, wherein if the recovery control endsin the state in which the disengagement by the switching mechanismremains impossible, the control unit selects one of the gear ratios inthe second set when the vehicle travels.
 6. The transmission accordingto claim 1, wherein the switching mechanism comprises: a dog clutch; andan actuator configured to operate the dog clutch.
 7. The transmissionaccording to claim 1, wherein the gear ratios in the first set areodd-numbered speed gear ratios, and the gear ratios in the second setare even-numbered speed gear ratios.
 8. The transmission according toclaim 1, wherein the first certain gear ratio is a 1^(st)-speed gearratio.
 9. The transmission according to claim 1, further comprising acountershaft provided in parallel to the input shaft, wherein the outputmember is provided on the countershaft, and a gear configured to meshwith the first transmission gear is provided on the countershaft throughthe one-way clutch.
 10. A control method of an automatic transmissionwhich comprises: a first transmission mechanism to which a driving forceof a driving source is input through a first clutch and which isconfigured to switch driving force transmission paths to an outputmember to establish a first set of gear ratios; and a secondtransmission mechanism to which the driving force of the driving sourceis input through a second clutch and which is configured to switchdriving force transmission paths to the output member to establish asecond set of gear ratios, wherein a one-way clutch is provided in adriving force transmission path that establishes a first certain gearratio in the first set, the first transmission mechanism comprises: aninput shaft to which the driving force of the driving source is inputthrough the first clutch; a first transmission gear provided on theinput shaft and configured to establish the first certain gear ratio; aplurality of second transmission gears provided on the input shaft andconfigured to establish remaining gear ratios in the first set; and aswitching mechanism configured to perform engagement and disengagementbetween the input shaft and the plurality of second transmission gears,and a driving transmission direction of the one-way clutch is set suchthat a rotation inputted from a wheel side to the output member in apredetermined rotational direction is transmitted to the input shaft,the predetermined rotational direction corresponding to a backwardmovement of a vehicle, the control method comprising: determiningwhether disengagement by the switching mechanism is impossible; and upondetermining that the disengagement is impossible, executing recoverycontrol to enable the disengagement by inputting the driving force ofthe driving source to the input shaft.